Electric-railway system



No. 625,282. Patented May I6, |899. L. E. WALKINS.

ELECTRIC RAILWAY SYSTEM.

(Application med Jau. 14, 1899.)

IO OL/ No. 625,282. i Faim-ed may is, |899'. L. E. wALKms.

ELEcTmc RAILWAY svsrem.

(Lpplcstiun med Jan. 14, 1899.) (No Model.) 3 Sheets-Sheet 2.

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No. 625,282. Patented may 5,1899.

L. E. wALKms.

ELECTRIC RAILWAY SYSTEM.

(Application led Jan. 14, 1899.) No Model.) 3 Sheets-Sheet 3.

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IINTTED STATES PATENT OFFICE.

LOUIS E. IVALKINS, OF SPRINGFIELD,

HALF TO GEORGE M. .IE\VETT,

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 625,282, dated May 16, 1899.

Application tiled January 14, 1899.

ATo @ZZ whom, t may concern:

Beit known that I, LOUIS E. IVALKINS, a l citizen of the United States of America, and a resident of Springiield, in the county of Hampden and State of Massachusetts, have invented certain new and useful Improvements in Electric-Railway Systems,of which the following is a full, clear, and exact description.

The object of this invention is to secure lo the propulsion of electric-railway cars by the employment principally of an alternatin g eurrent transmitted for feed and return through third-rail or like conductors, utilizing this current to drive an alternating-current motor on the truck, car, or electric locomotive, said alternating-current motor in turn driving a direct-current dynamo on the car, the current therefrom driving a direct-current motor geared to the car-wheel axle or axles. As a preliminary to getting the motor-car under way by the employment ofthe alternatingthird-rail current utilized as aforesaid there is an additional direct-current motor provided on the car, receiving a direct current from the ordinary form of third rail through a shoe or trolley connected to this motor by suitable wiring, the latter-named third rail being a comparatively short section at aterminal or station where the car or truck is or 3o maybe desired to be stopped, this direct-current motor serving to run the alternating motor so as to bring it to synchronize with the alternating-current generator in the powerstation, as is required before the alternatingcurrent motor can become effective for the purposes of ultimate propulsion of the car, as stated. Two shoes or depending trolleys are required, one for direct-current motor and the other for the alternating-current mo- 4o tor. The shoe or depending trolley for temporary use in conjunction with the terminal or station third-rail section connected with the ordinary electric-power system as now common on third-rail systems is or may be the same as commonly employed in such sys.- tems. A double-shoe trolley used for the alternating-current motor received through the double conductors or a double third rail of extensive length between the terminal or station third-rail sections may advantageously Serial No. 702,157, (No model.)

be such as that shown in my patent of August 30, 1898, No. 610,007. l

The system of third rail used to start the train at a terminal or station section is the same as commonly used in third-rail systems as at present equipped, while the system of third rail used for the feed and return alternating current is the one comprising double separated and insulated longitudinally-extending conductor-rails of a form as shown 6o in a manner in my said patent of August 30, 1898.

The invention consists in the combination and connections 4of electrical machinery and equipment, many of which in themselves are of common and well-known types, but arranged and cooperating in new ways, all substantiall y as will hereinafter be described, and set forth in the claims.

In order to render this invention the bet- 7o ter understood, it has been deemed desirable toillustrate the same very much in the character of a diagram.

Figure l is a View showing the motor-carV with its truck in part over the direct-current third-rail station or terminal section and in part over the double-conductor third rail, having connected therewith the power-station alternating-current generator, which is relied upon for performing the major part of the 8o work of electrical propulsion, said View showing the direct and alternating current generators respectively connected with the proper third rails, the two trolleys, the truck or axle motor, the alternating-current motor, the direct current dynamo driven thereby and which serves to drive the truck-motor, and the direct-current motor on the car to be utilized in the preliminary way for bringing the alternating-current motor synchronous with 9o the alternating-current power-station generator, the dierent necessary and appropriate wiring or conductors and switches between and provided for the dierent electrical machinery and equipment being also shown. Fig. 2 is a plan view showing the railway comprising the ordinary side-track rails and a third-rail section, understood as being at a terminal or at a station, with the direct-current dynamo and connection therewith, and Ioo also showing longitudinally extended beyond the third-rail section last above mentioned the third-rail section through which the alternating current is carried by the connections therewith shown of the alternating-current dynamo. Fig. 3 is a cross-sectional View of the third-rail section first named in the preceding figure, while Fig. t is a cross-sectional view of the third-rail section latterly referred to in the same figure. Fig. 5 is a plan view showing the relative arrangements and connections of the motors and dynamo on the motor-car. Fig. 6 is a transverse sectional elevation of the double-shoe alternating-current trolley and the double-membered third rail.

In all of the diagrams and drawings similar characters of reference represent like parts.

A A represent the side-track rails of the railway, as usual.

c represents the direct-current third-rail section at a station or terminal, the same being supported on insulators b, resting on the ties a.

B represents the alternating-current third rail, the same comprising the paired, separated, and insulated conductor members cl and e, one for the feed and the other for the return, o' being the insulation.

k represents the direct-current dynamo or special power-station, connecting by the feedwire fi with the terminal or station third-rail section and by the wire 7L, which is the returnwire, with the car-wheel track-rails.

O represents the alternating-current dynamo at the main power-station, f being the feed-wire conductor therefrom to the thirdrail conductor-section e, g being the returnwire from the other conductor rl alongsidethe one c, returning back to the dynamo 0.

lm represent the double trolley, such as shown in my aforesaid patent of August 30, 1898, the opposite side shoes thereof bearing on the third-rail conductors e and d.

n represents the car-wheels, and 2O the truck-frame, from which the collectors or double depending` trolley-shoes Z m are susz z represent the journal-boxes for the carwheel axles 52, and 30 represents the body of the motor-car. 1

W represents an alternating-current motor mounted on the motor-car body 30, having` the V fast and loose pulleys 17 17n on its shaft, as usual, and also another pulley 13.

15 represents a direct-current dynamo having fast and loose pulleys 16 16, which by belt n2 have a connection with the alternatingcurrent motor 1V, whereby to be driven by the latter when the belt is properly shifted therefor.

N represents a direct-current motor located on the body of the car or suitably otherwise mounted thereon, and this motor N has on its shaft P the fast pulley M, the shiftable belty passing from around this pulley to and around one of the pulleys 17 17 on the alternatingcurrent-motor shaft P.

D represents the direct-current motor,which is applied in the usual manner to the carwhcel axle for directly driving the same.

p represents the direct-current shoe for bearing on the top of the third rail, and Z m represent the double-shoe trolley, such as illustrated in my aforesaid patent of August 30, 1898, for bearing on the opposite sides of the feed and return conductors of the third rail CZ e for the alternating current.

E represents the controller, constructed and arranged as usual.

From the connection with the direct-current shoe p a wire 3 goes to the controller and thence to the switch 3, shown as hearing on the contact at 3b, and from this contact a wire 3l goes to the axle-motor D, the return-wire 3f passing from this motor to a part of the truck-frame in electrical connection with the journal-box and axle and the rail A and all sothat the current may be directly taken from the station or terminal third-rail section to directly propel the car by operating the motor D.

Connected as in series with the wire 3 is the wire 2, which passes to the switch 2, such switch being understood as on a contact 2b, with which the wire 2 is connected, the same running to have operating connection with the direct-current motor N, the wire 2f being a return-wire having connection with the metallic truck-frame, as and for the same purpose as the aforesaid wire 3f.

` From one of the side members or shoes of the double trolley Z m the feed-current wire -i runs to connection with the contact 4b, with which the switch may be swung to bearing, and from this switch at the wire 4d goes to the alternating-current motor, the wire 4f being the return-current wire from the alternating-current motor to the other shoe of the double trolley,understood as being in contact on the return-conductor d of the double-conductor third rail B. (Shown in Fig. 4.)

A wire 8 is carried from the dynamo 15 to and through the medium of the controller to have connection with the aforesaid wire 3 and through the switch 3a and wire 3d with the car-axle motor D, so the current ultimately generated from this dynamo may UAbe utilized to drive motor D instead of the third-rail current taken up through the shoe p, and the circuit is completed back to dynamo 15 by the wiring 8f.

G represents a storage battery, a wire 5 being connected with or tapped into a wire of the dynamo-circuit leading thereto from the storage battery, while the wire 5f is connected with a switch F, which is so arranged as to leave, when desired, a break in the return- `wire 2f, which makes the circuit for the direct-current motor and to -connect one portion of the wire 2f with the wire 5.

The direct current taken through the shoe p in addition to driving the axle-motor D drives the motor N, which in turn furnishes electrical energy for driving the alternating- Ioc I IIO current motor mechanically through the medium of the belt and pulley-wheels, so that while the car is getting up speed to move along and to the endof the short terminal or station third-rail section the alternatingcur rent motor WV will be brought to synchronize with the alternating-current power-station motor, which will supply the energy thereto through the double third-rail conductors c d, onto which the double-shoe trolley n of the car will have come before the direct-current third-rail shoe p shall have passed o from the third-rail terminal section c, it being understood that at or about the time the doubleshoe trolley n reaches its alternating-current third rail the switch 4 is to be moved into connection with the contact 4b, and it is also understood that after the alternating-current motor has acquired its proper velocity for continuous running the switch 2 and the wires therewith connected are cut out, the belt y shifted off, and then the belt n2 is shifted on to mechanically connect the alter- Dating-current motor WV with the direct-current dynamo l5 which is in circuit with the caraxle motor, so that the latter will be driven by the direct-current dynamo driven by the alternating-current motor, as aforesaid. At first the direct current runs the car through the axle-motor and at the same time propels the direct-current motor for the purpose of driving the alternating-current motor mechanically to bringit synchronous in speed with the po wer-station alternating dynamo. Then when this has been done the alternating-current motor is unbelted orl shifted from connection with the direct-current motor which had started it and has another belt shifted to connect it to drive the direct-current dynamo, which now supplies the energy for driving the axle direct-current motor.

In Fig. 2 it is shown that the end portion of the double-meinbered third rail e d is extended to overlap somewhat beyond the adjacent end of the station or terminal conductor-rail c, so that there may be, when the car is over these endwise-adjacent rail portions,both the direct and alternating currents taken up through the respective trolleys and so that the alternating-current motor may take up its action before the car has passed out of the station direct-current circuit.

In Fig. 5 the fast and loose pulleys, belts, and belt-Shifters 18 and 19 are shown to constitute adequate means for driving the alternatingcurrent motor W in the preliminary way from the direct-current motor N and for driving the direct-current dynamo from the alternating-current motor.

Fig. 6 more particularly shows the doubleshoe trolley corresponding to the alternatingcurrent motor, the shoe members Z and m thereof bearing, respectively, on the opposite third-rail-conductor members e and d, which are separated by the insulation o'.

y Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

l. In an electric-railway system, in combination, an electric railway comprising the track-rails and terminal or station third-rail section and means for su pplying a direct current therein, and a further third-rail section and means for supplying an alternating current therein, a motor-car having a direct-current motor for propelling it, and a second direct-current motor thereon, and having an alternating-current motor, a shoe adapted to receive the current from the direct-current third rail, and electrical connections for carrying the current from the shoe to operate both said direct-current motors, a direct-current dynamo and electrical connections between the same and the car-propellin g motor, shiftable mechanical means between the second-named direct-current motor and the alternating-current motor, a shoe for taking the current from the alternating third-rail conductor and electrical connections between this shoe and the alternating-current motor and shiftable mechanical connections between the alternating-current motor and said direct-current dynamo.

2. In an electric-railway system, the car track-rails, the direct-current third-rail terminal or station section, and a dynamo connected therewith, and a further double-conductor third rail having connection with an alternating-current dynamo, the motor-car having a direct-current motor, a trolley or shoe for collecting the current from the first third-rail section and connected with said motor, an alternating-current motor on the car and means operated by the said trolley-collected current for starting it, a direct-current dynamo on lthe car mechanically driven by the said alternating-current motor and a second trolley for taking the alternating-current from said second-named third-rail and circuit conductors between said second trolley and the alternating-current motor, for the purposes described.

3. In an electric-railway system, the car track-rails, the direct-current third-rail terminal or station section, and a dynamo connected therewith, and a further double-conductor third rail arranged to overlap or extend longitudinally beyond proximate the end of the said station third-rail section, substantially as shown, and having connection IOO IIO

IIS

with an alternating-current dynamo, the moley and the alternating-cu rrent motor, for the purposes described.

4. In an electric-railway system, in combination, an electric railway comprising the track-rails and terminal or station third-rail section and-m eans for supplying a direct current therein, and a further third-rail section and means for supplying an alternating current therein, a motor-car having a direct-current motor for propellingit, and a second direct-current motor thereon, and having an alternating-current motor, a shoe adapted to receive the current from the direct-current third rail, and electrical connections for carrying the current from the shoe to operate both said direct-current motors, a direct-current dynamo and electrical connections between the same and the car-propelling motor, shiftable mechanical means between the second-named direct-current motor and the alternating-current motor, a shoe for taking the current from the alternating third-rail conductor and electrical connections between this shoe and the alternating-current motor and shiftable mechanical connections between the alternating-current motor and said direct-current dynamo, and a switch for openingand closing the circuit comprising the current connections for the direct-current motors, substantially as described.

5. In an electric-railway system, in combination, an electric railway comprising the track-rails and terminal or station third-rail section and means for supplying a direct current therein, and a further third-rail section and means for supplying an alternating current therein, a motor-car having a direct-current motor for propelling it, and a second direct-current motor thereon, and having an alternating-current motor, a shoe adapted to receive the current from the direct-current third rail, and electrical connections for carrying the current from the shoe to operate both said direct-current motors, a direct-current dynamo and electrical connections between the same and the car-propelling motor, shit-table mechanical means between the second-named direct-current motor and the alternating-current motor, a shoe for taking the current from the alternating third-rail conductor and electrical connections between this shoe and the alternating-current motor and shiftable mechanical connections between the alternating-current motor and said direct-current dynamo, and a switch 4 for opening and closing thecircuit comprising the current connections between the double-shoe trolley and the alternating-current motor, for the purpose set forth.

6. In an electric-railway system, the car track-rails, the direct-current third-rail terminal or station section, and a direct-current dynamo therewith connected, a further double-conductor third-rail section having connection with an alternating-current dynamo, the motor-car having a direct-current motor, a trolley or shoe for collecting the current vfrom said first-named third rail and having switch whereby it may be connected and cut' out from the return-wire running from said motor, an alternating-current motor on the car and means operated by the said trolleycollected current for starting it, a direct-current dynamo on the car mechanically driven by said alternating-current motor, and a second trolley for supplying the alternating current from the second-named third rail to the alternating-current motor= for the purposes set forth.

7. In an electric-'railway system, the third rail comprising separate longitudinally-running current-conductors e d, an alternatingcurrent dynamo and current-conductors connecting same with said third-rail members e d, and a motor-car having thereon an alternating-current motor and a double-shoe trolley to bear on said conductor members e d, and circuit-conductors connecting the shoes of the said trolley with said motor, a directcurrent dynamo mechanically driven by the alternating-current motor, and a direct-current car-propelling motor receiving its electrical energy from said direct-current dynamo, substantially as described.

8. In an electric-railway system, the usual railway-tracks, and a direct-current or ordinary form of third rail, comprised in a station or terminal section, a direct-current dynamo and connections for the feed-current therefrom to said station third-rail section and for the return current, and a third-rail section comprising separated double conductors having its end portion arranged to overlap the end portion of said station third-rail section and extending longitudinally away therefrom, an alternatingcurrent dynamo and conductors connecting same with the double IIO members of the second-named third-rail section, combined and operating in conjunction with which is a motor-car having a direct-current motor; a shoe, for collecting the current from the first-named third rail, connecting with said direct-current motor; an alternating-current motor and connections between it and the direct-current motor for starting it,

' a direct-current dynamo.mechanicallydriven by the alternating-current motor, and a second trolley for taking the alternating current from said second-named third rail, and circuit-conductors between said second trolley and said alternating-current motor, substantially as described.

9. In an electric-railway system, the comi bination with the usual railway-tracks and a direct-current third rail constituting a station or terminal section having connected therewith a direct-current dynamo, and a further third-rail section comprising the double conductors having its end portion arranged to overlap said station third-rail section, as deconnection with said shoe, shiftable connections for driving the alternating-current m0- l tor from the direct-current motor, and earpropelling machinery operated by the alter- Dating-current motor. l

LOUIS E. WALKINS. Witnesses:

WM. S. BELLoWs, M. A. CAMPBELL. 

